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hi all, some more questions.
in theory, if i was to zero all the pe multipliers only, i would be fueling directly from pe vs coolant base value, correct?
the pe multipliers are a multiplication of....what? so 1.10 x ??? or 0.760 x ??? the pe vs coolant base?? injector rates? i know the effects of these functions just not the maths behind them. nobody really seems to know exactly whats going on, just the results.
when in pe the ecu ignores the 02 sensors, so if i was to zero all the multis, what values does the ecu use to determine how to achieve the pe base value of say 14 or whatever it might be? does it simply calculate the fueling based on what "should" put it close to correct and the rest is up to you with the multipliers/constants?
is ae just another term for pe?
would it be a stupid idea to pull timing right back(safety), zero all the multipliers(pe), drop the pe base value to around 12, and experiment with the different multipliers seperately to gauge EXACTLY what effect and the severity each has when not influenced by any other multipliers?
thanks

The spreadsheet yoda put together shows most terms for PE, how they interact, and what the final figure will be.

And it was pretty much covered for an operating point you had in a log here .. https://pcmhacking.net/forums/viewtopi ... 539#p16776

Are you trying to work out the rich in 1st gear issue? Looking at the screen shot you posted the commanded AFR is the same in 1st and 2nd, its just the actual AFR thats changed?

VL400 wrote:The spreadsheet yoda put together shows most terms for PE, how they interact, and what the final figure will be.

And it was pretty much covered for an operating point you had in a log here .. https://pcmhacking.net/forums/viewtopi ... 539#p16776

Are you trying to work out the rich in 1st gear issue? Looking at the screen shot you posted the commanded AFR is the same in 1st and 2nd, its just the actual AFR thats changed?

yeah exactly commanded a/f is the same, just the actual a/f ratio that takes a rich dive into the low tens.
i just tried working pe of the rpm multiplier only. set at base pe 14 divided by 1.211 = 11.57 at all rpm points.
much neater actual a/f goes straight to 11.2-11.4 and stays around there.....except first surprise surprise.

is there anything in the torque management side of things that might be doing this ?

Holden202 wrote:is there anything in the torque management side of things that might be doing this ?

mate i dunno about torque management. i know it pulls timimg at gear changes but not sure if it affects fuel. the current xdf has no access to any torque management settings or knock sensor stuff, but im sure nigel added it to the last vy xdf i read in another post.
could i use the vy bin with my values carried over so i have more functions? no copy from compare though different adx.
or just apply my cal file to the vy bin maybe.
on another note is there any real problems with just using either tps or rpm multipliers for pe, seems to work well for a noob like me, much more consistent ratios. just have the vs time multi zeroed until 8 seconds into pe, and the tps zeroed currently.
vl400 yeah i had a look back at the multiplier post alot of calculations pulling the a/f in different directions. its easy to see why if you dont know what your doing with these settings can end up with choppy az fueling.

Am adding a heap of stuff to the A5 XDFs for knock, adaptive spark and torque management. When they are done will let you know

VL400 wrote:Am adding a heap of stuff to the A5 XDFs for knock, adaptive spark and torque management. When they are done will let you know

WHAT! nice vl.
cant be too much more that kalmaker has over tp other than maf-less for later models.

Play time .. https://pcmhacking.net/forums/viewtopi ... 2579#p2579

Let me know if anything does not look correct and will fix it up.

had some success with the car today maged to get fuel somewhere close to where it should be so had a play with timing. went from a max of 13 degrees adv to build quickly from 14 upto 16 in the midrange and back down to 13 by max revs, with no dramas with knock. what a difference just 3d makes to the midrange pulls a fair bit harder def feel it and it sounds much more urgent wants to rev out harder. so i wonder how much more i can get into it before it knocks. am i playing with fire running this much timing?? it definately loves it.
only seeing 8 psi in the manifold so its moving a fair bit of air. but its going hardest it has with this cam yet on a hot day ....think i might try 15-17-15 later.
maybe this combo just needs more timing, or maybe im just fukn silly
AWESOME vl ill be going right over the updates tonight got all night getting ready for night shift, so off to bp i go for my ultimate fix.

ok something caught my eye straight away there vl400 or anyone else whos not guessing, torque manage> MAX AIRFLOW VS RPM. dont like the sound of that.
does this in some way restrict the air allowed past the throttle body at selected rpms, thus restricting my ability to go sideways?
im looking to elimate all torque management hate that stuff. be-gone with the smooth gearchanges bring on the snappers.